stevens



Dec. 3, 1929. w. G. STEVENS, .IR 1,738,462

GEAR SHIFTER MECHANISM Filed Nov. 14, 1927 3 Sheets-Sheet l 56 54 55 ATTORNEY 3 Sheets-Sheet 2 Jp.. N f m mm m N O NS A L El T m m5 m l. m, w N MY B l 6 l 2 ,5. 7 m D. ,4. w j o l Dec. 3, 1929. w./ G. STEVENS, JR

GEAR SHIFTER MECHANISM Filed Nov. 14, 1927 Dec. 3, 1929. w. G. STEVENS, JR 1,738,462

GEAR SHIFTER MECHANI SM Filed Nov. 14, 1927 y I5 Sheets-Sheet. 5 l

66; CLUTCH DEPRESSED SEIIIIND IJR E' EVERSE 68 7 5 William Stel/67m. J1.

ATTORNEY' Patented Dec. 3, 1929 l 'WILLIAM G. smnvnNs, JR., or Nnw YORK, N. Y.

` GEAR-SHIFTER MECHANISM Application mea November Y1i, 1927. serial No. 233,224.

This invention relates to improvements in gear shifter mechanisms generally, and more particularly to atype thereof for controlling the starting, speedand reversed directional movements of motor vehicles and thelilre.

The principal object of the invention is to provide. for an; electrically operated gear shiftermechanism of the class set forth, and one of a lrefined construction and arrange- 10 ment of parts and circuits readily adapting the samev for application to and use with any Y form of sliding gear transmissions, and particularly to and with standard three speeds and reverse types of such transmissions as taken on the line 3 3 of Figure l,

are commonly employed on motor vehicles of all classes and descriptions. Another object of the invention is to provide for a gear shifter mechanism as herein-A before characterized, and `one embodying selective electric controlling means for v,elicoting the operation of a transmission correspondingly for the low, intermediate or sec- '0nd, high and reversed speed and directional movements of a motor vehicle, and which 25. utilizes the holding power of electro-magnets for the accomplishment of such operation.

A further object of the invention is to provide for mechanism of the character described, a-nd one wherein a mechanical connection is established between movable parts of the mechanism and the transmission during the energization'of associated electromagnets and magnetically held plungers.

A still` further object of the invention is to provide for mechanism of the character mentioned, and one embodying instrumentalities for automatically neutralizing the transmission gearing whenever the clutch operating pedal is fully depressed.

Another object of the invention is to provide for-an extremely simplified mechanism of the type set forth, vand one which is adapted to be readily installed in a desired position of operation on motor vehicles or the like,

' attached or connected directly to the actuating rods of a transmission, and which is not likely to get out of order easily. v

lith the` foregoing and other equally important objects in view, the inventionresides A inthe certain new and useful combination,

construction and arrangement of parts and circuits as will be hereinafter more fullydescribed, set forth in the appended claims, and illustrated in the accompanying drawings vin which:

Figure l is a fragmentary side elevation of a motor vehicle chassis and thepower plant thereon, showing a practical application of the invention and as it appears when Voperatively associated with the power transmission mechanism, the latter being partly in section,

Figure 2 is a fragmentary top plan View thereof, Y Y

Figure 3 is a vertical transverse section Figure 4 is an enlarged sectionalv detail taken on the line 4 4 of Figure 2,

Figure is an enlargedjvertical longitudinal section taken on the line 5-'-5 of Fig-v ure 2, i

Figure 6 is a diagrammatical plan view of the circuit connections between the electromagnets of the shifter mechanism, .the source of current supply, andthe control devices or switches, the latterbeing associated with th steering wheel of an automobile,

Figure 7 is an enlarged vertical transverse section taken onthe line 7-7 of Figure 5, Figure 8 is a vertical longitudinal section through certain of the electro-magnets, with the associated parts ofthe mechanism in side elevation, and showing the position ofthe magnets and said'parts when the clutch pedal is fully depressed, v Y Figure 9 is a view similar tok that of `Figure 8, but showing the 'position of the magnets and parts when'operative .to'shift gears to low and high speed positions of operationof the gears, and y Figure l0 is anotherv similar view showing the positions of the magnets and partswhen operative to shift gearsto the second and reverse speed positions of operation of the gears.

Referring to the drawings, wherein similar characters of reference designate .corresponding parts throughout the several views thereof the im roved Gear shiftino mechanism, as illustrated comprises essentially two dual revoluble shafts 2lk and 22, the shaft 2l being preferably Of hollow or tubular construction to have the shaft 22, which is prefeiably of solid construction, extended concentrically through the same. The opposite ends of the solid shaft 22, of the double dual revoluble shaft assembly, as thus provided, are projected from the ends of the hollow shaft 2l, andy keyed on one of its projected ends is an arm 24 corresponding to a similar arm 23, keyed on the complemental end of the hollow shaft 2l. These single arms 23 and 24 are respectively pivoted, as at 25 and 26, to suitable links 27 and 28, which,v in turn, are pivoted, as at 29 and 30, to complemental ends of transmission rods 31 and 32, through the medium of which the sliding gears of the transmission unit or mechanism of a motor vehicle or the like, are to be shifted to either of'tlieirl neutral oroperative positions. Similarly keyed on the opposite ends of the shafts- 21 and 22 respectively, are double arms 33 and 34. The opposite ends of both shafts 2l and 22 arejouifnalled in suitable bearings 36 and 37"' which are preferably secured in proper position on one of the cross frame members a of the vehicle chassis somewhat as shown in- Figure 2, the opposite ends of each of the double arms 33y and 34 are bifurcated to provide notches for the pivoting within the same, on the cross pivot pins 38, 39 and 40, 4i respectively, off the coxnplemental ends of pairs of electro-magnetic lin-ks, designated in their entireties, as at 42, 43 and 44, 45, the opposite ends-ofwhich;A electro-magnetic links are pivotally connected to a. pair of cross shafts or rods'50 and 51, extending between a pair of rockerv arms 52 and 53. The lower of these arms 52 and 53 are secured, as by beingbolted; or riveted asshown,to the opposite ends of a sleeve 54', which is supported at its opposite ends on bearings 55 and 56 carried on a shaft 57 projecting from a pair of brackvetsor hangers 58 and 59 secured in proper position on aside frame member of the chassis Z)v of the vehicle; Extending between the rocker arms 52`V and 53, just above the pivot slee-ve` 54 isa` rod 60, which is engaged in an elongated slot- 61 formed on the longitudinal centen of a connectin-g bar 62 at one end of Ythe saine, the opposite end of which connecting-bar-62being pivoted, as at 63, to the lower end'of an arm or extension 64 depending from tlie pivotedend 65 of they clutch operating foot pedal' 66` of the automobile.

Each of the electro-magnets or solenoids 42, 43', 44 and- 45 comprises an end member or capl 68, which is formed to provide an outwardly extendingfand centrally disposed lug havingan aperture through the same to be engagedv on a complemental pivot pin 38, 39, 40or41 carried-by the bifurcated end of the double arms 33 and 34on the shafts 21 and 22. These lugs 68-are spaced to the centers of the said, pivot pins by spacing collars 69. These end members oi'. caps 68 are carried enreduced end` portions-7 0 of cores or plungers`7l, which are disposed in sliding engagement in the bores 7 2,or guide sleeves 73, arranged concentrically within the cylindrical outer casings of the several electro-magnets or solenoids` adjacent the members or caps 68, while the opposite ends of these guide sleeves 73 are closed by being abutted against the inner faces of end closures or caps 75, which are threaded onto opposite ends of the cylindrical casings of the electro-magnets or selenoids 42, 43, 44 and 45. These end closures or caps 75 are also provided with centrally disposed .and outwardly extending lugs 76, which are apertured for engagement on, the cross rods 50 and 51 of the rocker arms 52and' 53. The lugs 76 are held in properly spaced relation on the cross rods 50 and 5l by means of the spacing sleeves 77 and 78 engaged on these cross rods, respectively-` Mounted on the upper ofthe cross rods 50 and 5l of the rocker arms 52 and 53, between the intermediate of the spacing sleeves, is a lug or arm 79, which has its free end apertured to receive one end of a coiled spring 80, the opposite end of which spring is attached to a` fixed part of the chassis l). Similarly, the connecti'ngrod 62 has its slotted end spaced to the center of the pivot rod 601 between the spacing sleeves 8l. Housed within the cylindrical casings 42,43, 44 and 45 of the electro-magnets or lenoids, andl surrounding the tube or sleeve 73 are coils 82, which have their forward ends abutted against disks or washers of an insulating material, positioned against the inner faces of the end members or caps` 75, while their rear ends are abutted against `washers 84, preferably of iron,l positioned on the tubes or sleeves 73, and these latter wasliers are spaced inwardly of the cylindrical casings, and of the end Wall or closures 7 4 Secured in the forward ends of' the members of the tubes or sleeves 73 are short stubs or cores 85, which are abut-ted against the endr member caps 75, and form` stops for limiting the inward-'movement of the movable cores or plungers 7l. lt will be understood that the plungers 7l, the end members or caps 75, the disks or washers 84 and the stops 85 are ofv metal, preferably iron, While the cylindrical casings 42, 43, 44 and 45 are ofsteel, so thatv they provide substantially closed magnetic circuits for the obtaining of maximummag` netic effects fiomrcurrent passed through thevehicle frame through the steering post onV which the hand post or steering control 0 is mounted. These switching devices 92, 93, 94 and 95 may be'of any suitable shape, but the same are preferably in the form of push button types thereof. It is to be noted of these electro-magnets 42, 43, 44 and 45 that, when the coils 82 are energized, the magnetic pull on the cores or plungers 71v increases as the inner ends of the latter approach the stationary cores or stops 85, and that a holding effectis obtained when the opposed ends of the plunger 71 and the stationary cores or stops are in abutting relation. Now, as

, the plungers 71 move away from the stationary cores or stops 85, the gap or space between the same causes a magnetic leakage,

, which leakage lessens the holding or pulling effect on the plungers. With a coil 82 energized, and a plunger 71 moved inwardly of the tube or sleeve 7 3 and into abutting relation to astationary core or stop 85, maximum holding effect occurs, and the magnetic iiuxpasses in closedl circuit from a plunger 71 uniformly in all radial directions throughV the soft iron washers 84 to the steel cylinders or tubes to the end members -or heads 75, and from thence to the stationary cores or stops Y85. It is, therefore, the purpose of the .invention to utilize the force of the maximum magnetic holding effects on the plungers 71,

when the latter. lare in actual abutting or contacting relation with respect to the'stationary cores or stops 85 to establish a connect- '.ing link between the rocker member 52, 53

and the "shafts 21, 232, through the double arms 33 and 34, in a manner to effect a proper and desired shifting of the gears of the transmission..

. In the operation of the mechanism, as thus constructed and arranged, and with the sev# eral gears of the' transmission al in neutral position, the several arms 23, 24, 33 and 34 on the shafts 21 and 22 are also in neutral or vertical position, substantially as indicated bythe position of the double arm 33 in Figure r5. y Now, if it is desired to place the transmission in low speed, the operator will actuate the switch 94 tokclose the circuit to the coil'82 of the electro-magnet or magnetic link 44, when vthe current will flow from the battery 87, by way of conductor 86` to coil 82 of the magnet or link 44, and from thence byconductor to one terminal of the switch94, and from the other terminal of the terminall of the batteryvr 87. With the coil 82 energized, the operator will` now depress the clutch pedal 66, when the motion of the pedal will be transmitted through connecting rod 62 to therocker arms 52 and 53, and against the tension of the coil spring 80, so that the partsof the mechanism assume theposition substantially as is shown in Figure 8 from their previous positions, as illustrated in Figure 5. When the c-lutch pedal 66' reaches its full neutral or depressed position, as shown in Figure 8, it will be seen that the plungers 71, of the magnetic links or solenoids 42 and 43 move inwardly of thetubes 73, and into abutting relation with the stationary cores or stops 85. The operator now releases foot pressure on the clutch pedal 66, so that the spring 8O is free to actuate the rocker arms 52 and 53. As the rocker arms swing under the action of the springv80, in a clockwise direction, the low electro-magnet 44 forms a connecting link between the rocker and the arm 34 on the shaft 22. Itis to be here noted that the electro-magnets 42, 43, 44 and 45 do not pull or otherwise contract'the plungers 71 in a sense that the latter are drawn toward and against the stops 85, but the magnetic effect of the magnets is simply intended to hold the plungers, so that they remain abutted against the stops in order to form rigid yconnections extending between the rocker arms `52 and l53 and the arms 33 and 34, or, in other words, whenever an electromanget is energized, and the complemental plunger is abutted against its stop, the electro-inagnet in its entirety functions as a rigid link between the rocker arms 52, 53 and the arms 33, .34. Now, upon the operation of the spring 80, as above explained, the rocker arms52 and 53 are pulled in a forward direction when the arm 34 will rotate with the shaft 22, also in a clockwise direction. Vith the rotation of the shaft 22, the arm 24, at the opposite end thereof, is also rotated in a clockwise direction and exerts a force on the reverseflow transmission rod 32 of the transmission gear set of the vehicle, which transmission rod is moved in a'forward direction and brings the low or first speed gear of the transmission into mesh. During the transmission of this motion vbetween the spring 80 and the transmission -rod 32, the plungers 71 of the other of the electro-inagnets 42, 43, and 45 are free to slide in their supporting sleeves 73. The shifts Afor second or intermediate speed,` and for third or high speed are accomplished in the same manner as just described for the low speed shift, and are performed through the mediumY of the electro-magnets 43 and 42, respectively. However, it is vto be noted that each of the four plungers 71 are in contact with the stops S51-of the coresponding eleclio izo

trai posi-tion, and the clutch pedal is full-yl depressed, shownV in', Figure 8, and froml this position ofthe parts any shift of gears whatsoever may be obtained by simpl energizing the electro-magnet corresponding to a particular shift, when, upon releasing foot pressure. from the yclutch pedals, thel retractor spring 8O operates to rotate or oscillate the rocker arms 52 and. 53, as hereinbefore explained. IIt is also to.` be noted that the slot 61, in the clutch rod' 62,allows for a certain amount of free movement of the clutch pedal 66, the purposesV of Which free movement isito allow forfull disengagement of the driving clutcht lofV the vehicle. Without alfeeting the gear shifter. It is, therefore, obvious that a vehicle may be brought to a standstill even While the transmission is in gear.. Aliso, that when all of the 'electro-magnets are die-energized, the transmission will remain neutralized, and the' electro-magnets will remain in the position as shown in Figures 5 and18.

ln the operation of the gear shifter to bring the reverse gear into operative position, the operator will depress the push button switch 95, at the steering Wheel c, to complete the electrical circuit to conductor 91 to the coil 821 of the electro-magnet 45, and by way 4of conductor' 86 tothe battery 87, and from thence to ground and back to the ground connection of the switch 95. With the clutch pedal depressed, theope'rator'novv releases the foot pressure' on the pedal,` and the spring 8O being under tension immediately acts to rotate the rocker arms. 52 and 53 in ay clockwise direction. The reverse electro-magnet, being energized, hasits plunger 71 held fast against its stop 85 by means of the magneti/Zing force of the energized coil of this magnet. Thel action of the retractor spring 8O transmitted through the reverse magnet 45, and rotates the arm 34 in a counterclocktvise' direction. As the armr 34 rotates in this direction, the shaft 22 is also rotated in a similar direction with the arm 24 at its opposite end, when the reverse lonT transmission rod 32 is slid backwardly to the full reverse speed position, and the reverse gear similarly moved into' mesh. In the event of the transmission being in a forward speed position, asvvhen the transmission rod 32 is in its extreme forward position, to mesh the clovr speed gear, the parts of the mechanism Will be positioned, as' shown in Figure 9 and as hereinbefore explained. Under these conditions, the operator, by depressing the push button 95 for bringing the vehicle into reversel speed position,- the electrical circuit just describedA will be completed. New, regardless of the fact that the operator depressesthe button 95 simultaneously with the depression of the clutch pedal, or after the clutch pedal is fully depressed, the transmission gears become fully neutralized at the time when the clutchv vpedal completes its:

stroke and reaches the positionas shown in Figure 8.- This neutralization is accom= plished by means of the low magnetic link 44, which isv fully operative, and has pushed the arm 534 into the full neutral position at the time that the clutch pedal rotated in av clockwise direction and the rocker arms 52 and 53 rotated counter-'clockwise to the posi tion as shown inv Figure 8. Thi'sis aecom-Y plished by the rocker arms 52 and 53 being rotated against the tension 0f the' spring 80,

and ushino the low magnetic link 44 in` a manner that the arm 34 is also rotated counter-clockwise, together W'ith the shaft 22 and the ar1n24 at its opposite end,Which movement of the parts effect they movement of the reverse low transmission rod 32 to the neutral position. At the time the full neutral position is reached, all four plungers 71 ofthe electromagnets 42, 43, 44 andl 45, have l moved into contact with the' corresponding stops of the latter, it being understood that f that the features and advantages of thel in! vention will be readily apparent to those skilled in the art, and it will of course be understood that changes in the form, proportion and minor details of construction maybe resorted to, without departing from` the spirit of the invention or its scope'as claimed.

Havingy thus fully described the invention,y what is'claimed is:

1 The-combination With a variable-speed and reverse transmission and a clutch operating member of a motor vehicle or the like, a rocker member operatively connected tothe clutch operating member, dual revoluble shafts operatively connected to the gear shifting members `of the transmission, roek-v ingA means carried by said shafts holdingk magnets interposed between said rocker member and said rocking means, means for actuating vsaid rocker member upon the release of the clutch operating member from depressed position, and means for selectively energizing said holding magnets for transmitting the motionl of said rocker member to ,said dual revoluble shafts through said rocking means for shifting a gear of the transmission upon the actuation of said rocker member.

2. The combination with a variable speed and reverse transmission anda clutch operating member of-a motor vehicle -or the like, a rocker member operatively connected to the clutch operating'member, dual revoluble shafts operatively connected to the gear shifting members of the transmission, actuating means for said shafts, holding magnets arranged in pairs and operatively connected at one of their ends to said rocker member, and the opposite ends of each pair to the actuating means of the said shafts, means for actuating said rockerl member upon the releasing of the clutch operating member from depressed position, and means for selectively energizing one or the other of the holding magnets of each pair of the two whereby the desired shifting of a particular gear of the transmission is accomplished through the holding magnets so energized.

8. The combination with a variable speed and reverse transmission unit including the usual gear shifting members thereof, and a clutch operating member of a motor vehicle or the like, a rockable frame operatively connected to the clutch operating member, a tubular shaft operatively connected to one of the gear shifting members of the transmission unit, a shaft within the said tubular shaft and operatively connected with the other of the gear shifting members of the transmission unit, operating members carried by said shafts for the independent actuation thereof, electro-magnetic means extending between said `frame and said operating members, means for actuating said frame upon the release of the clutch operating member from a depressed position, and means for selectively energizing said electro-magnetic means for transmitting the motion of said frame to one or the other of said shafts through said operating members for shifting a gear of the transmission unit l uponV the actuation of said frame.

4. The combination with a variable speed d and reverse transmission unit including the usual gear shifting members thereof and a clutch operating member of a motor vehicle der compression by the movement of said clutch operating member to depressed position.

WILLIAM G. STEVENS, JR.

or the like, a rockable frame operatively connected to the clutch operating member, a tubular shaft operatively connected to one of the gear shifting members of the transmission unit, a shaft within said tubular shaft and operativelyv connected with the other of the gear shifting mernbersV of the transmission unit, operating members carried by said shafts for the independent actuation thereof, electro-magnetic means eX- v tending between said frame and said operating members, spring means for, actuating said frame upon the release of the clutch operating member from a depressed posi- 

